US8770601B2 - Vehicle comprising at least two axles, the wheels of which are parallel - Google Patents

Vehicle comprising at least two axles, the wheels of which are parallel Download PDF

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Publication number
US8770601B2
US8770601B2 US13/388,041 US201013388041A US8770601B2 US 8770601 B2 US8770601 B2 US 8770601B2 US 201013388041 A US201013388041 A US 201013388041A US 8770601 B2 US8770601 B2 US 8770601B2
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United States
Prior art keywords
tires
axles
axle
vehicle
fitted
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Expired - Fee Related
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US13/388,041
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US20120187645A1 (en
Inventor
Loic Albert
Fabien Marlier
Philippe Mansuy
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Michelin Recherche et Technique SA Switzerland
Compagnie Generale des Etablissements Michelin SCA
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Michelin Recherche et Technique SA Switzerland
Compagnie Generale des Etablissements Michelin SCA
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Assigned to SOCIETE DE TECHNOLOGIE MICHELIN, MICHELIN RECHERCHE ET TECHNIQUE S.A. reassignment SOCIETE DE TECHNOLOGIE MICHELIN ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ALBERT, LOIC, MANSUY, PHILIPPE, MARLIER, FABIEN
Publication of US20120187645A1 publication Critical patent/US20120187645A1/en
Assigned to COMPAGNIE GENERALE DES ETABLISSEMENTS MICHELIN reassignment COMPAGNIE GENERALE DES ETABLISSEMENTS MICHELIN MERGER (SEE DOCUMENT FOR DETAILS). Assignors: SOCIETE DE TECHNOLOGIE MICHELIN
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/06—Semi-trailers
    • B62D53/068—Semi-trailers having devices to equalise or modify the load between the fifth wheel and the rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/001—Tyres requiring an asymmetric or a special mounting

Definitions

  • the invention relates to a vehicle such as a transport vehicle of the heavy goods type, comprising at least two axles, none of them being a steered axle, and to a method of distributing the load of said vehicle.
  • the circumferential direction of the tire is the direction corresponding to the periphery of the tire and defined by the direction in which the tire runs.
  • the transverse or axial direction of the tire is parallel to the axis of rotation of the tire.
  • the radial direction is a direction that intersects the axis of rotation of the tire and is perpendicular thereto.
  • the axis of rotation of the tire is the axis about which it revolves in normal use.
  • a radial or meridian plane is a plane containing the axis of rotation of the tire.
  • a circumferential plane is a plane perpendicular to the axis of rotation of the tire.
  • the circumferential median plane is a plane perpendicular to the axis of rotation of the tire and which splits the tire into two halves.
  • Such vehicles generally intended to carry heavy loads, need to meet certain requirements regarding in particular the longitudinal spacing between each of the axles.
  • the various sets of regulations dictate longitudinal distances between two axles of a trailer that has three axles, according to the permissible load for said vehicle. This is usually a distance of 1.3 meters for trailers comprising three axles.
  • current market trends for these trailers is towards a standardization of the design of these trailers and particularly towards equipping them with a given and the same tire for all of the axles.
  • Document FR 2 903 953 or even document EP 1 640 247 propose solutions consisting in self-steering axles which work by passive or even active steering of the axles of a trailer. While these technologies provide solutions to the scrubbing problem or to the problem of differential tire wear, they are, on the other hand, difficult and expensive to implement. Further, because of their complexities, these technologies are operational only during maneuvering.
  • axles can be raised up to eliminate contact between the tires with which these axles are fitted and the ground.
  • raisable axles of course avoid tire wear for the tires concerned when they are in the raised position, but this status can be maintained only as long as the load being carried is below the maximum possible load.
  • One object of the invention is to improve the tire wear of a vehicle comprising at least two axles, none of them being a steered axle, and more specifically of reducing the uneven rate of wear between the various tires, notably when driving along a curved path or during maneuvering.
  • a vehicle comprising at least two axles fitted with at least two tires the axis of rotation of which are always mutually parallel from one axle to another, the tires of at least one axle having a cornering stiffness greater than that of the tires of another axle.
  • the at least two axles are not driven axles.
  • the cornering stiffnesses of the tires are defined as being the gradient, on the plot of a curve expressing the force applied by the tire to the ground as a function of the cornering angle, measured for a pressure of 9 bar with loads varying from 0.6 LI (Load Index) to 1.5 LI applied to the tire.
  • the inventors have been able to demonstrate, notably in the case of trailers comprising three axles, that the presence of tires with cornering stiffnesses greater than those of the tires with which the other axles are fitted makes it possible to limit tire wear when negotiating roundabouts or during maneuvering. More specifically, the tire wear of the tires fitted to the front and rear axles is reduced.
  • the cornering stiffness of the tires fitted to the intermediate axle is greater than those of the tires fitted to the other axles, in order best to limit the phenomena of scrubbing of the tires fitted to the other axles.
  • cornering stiffness of the tires fitted to the intermediate axle is at least 10% greater than those of the tires fitted to the other axles.
  • the cornering stiffness of the tires fitted to at least two of the axles are the same.
  • the cornering stiffness of the tires fitted to each axle is different.
  • the choice of tires will be made as a function of the various vehicle parameters such as size, spacing between axles, load to be transported, etc.
  • One embodiment of the invention that makes it possible to obtain tires with different cornering stiffness from one axle to another is to keep the dimensions of the tires the same across all the axles, the tires of the said at least one axle having a cornering stiffness greater than that of the tires of another axle having a different architecture.
  • the tires may have working plies in which the angles formed by the reinforcing elements with the circumferential direction are smaller than those of the working plies of the tires fitted to the other axles.
  • the working plies are plies of reinforcing elements that make an angle with the circumferential direction, the reinforcing elements being crossed from one ply to the next.
  • At least one axle comprises tires that have a tread strip width greater than those of the tires of at least one other axle, so that the cornering stiffness of the tires is greater than those of the other tires.
  • At least one other axle comprises tires of geometric dimensions that are different from those of the tires of at least one other axle, notably associated with wheel rims of diameters smaller than that of the rims of at least one other axle.
  • each axle bears at least 10% of the load of the vehicle and, during running, the said at least one axle the tires of which have a cornering stiffness greater than that of the tires of another axle bears a different load from the loads borne by the other axles.
  • At least one axle the tires of which have a cornering stiffness greater than that of the tires of another axle carries a load at least 15% greater than the load carried by another axle.
  • the inventors have been able to demonstrate, notably in the case of trailers comprising three axles, that a different distribution of load across the axles can contribute to evening out the rate of tire wear when negotiating roundabouts or during maneuvering. More specifically, the rate of wear of the tires with which the front and rear axles are fitted is reduced.
  • Vehicles, and, notably, trailers comprising three axles, are nowadays increasingly being fitted with suspension of the air suspension type.
  • the suspension air springs are all at the same pressure.
  • a modification to the air spring pressure management device which is within the competence of the person skilled in the art, for example using electrically operated valves, may allow the air springs to be given pressures that differ from one another and therefore differ from one axle to another.
  • Such a modification to the pressure of the suspension air springs allows a different load distribution between at least two axles to be achieved.
  • the pressure in the various suspension air springs can be managed immediately after the vehicle has been loaded and the setting maintained throughout the driving of this vehicle.
  • This embodiment is most particularly suited to the case of vehicles that run around carrying loads lower than their maximum load capacity. This is because the loss in terms of the behavior of the tires fitted to the axles the load of which has been lightened has no impact in as much as the vehicle is loaded to below its maximum load capacity.
  • this embodiment is particularly well suited to the case of vehicles comprising an axle with more wheels and able to carry a greater load or alternatively also to the case of an axle comprising tires with a tread strip of greater width, also generally capable of carrying a heavier load.
  • this management of the pressure in the suspension air springs is done in real time so as not to penalize straight-line running and to introduce loads that differ between at least two axles only under cornering corresponding to roundabouts or maneuvering phases.
  • Another way of effecting this real-time management may be to use a microprocessor on the basis of data measured on the vehicle. For example, it is possible to use data accessible in the antilock braking systems associated with each of the wheel. Specifically, these systems provide precise data regarding the rotational speeds of each of the wheels and from this it is therefore possible to deduce firstly the speed of the vehicle, by averaging the various speeds and secondly, the turn radius followed, if there is one, by determining the differences between the speeds of the wheels of one and the same axle.
  • the said vehicle comprising three axles
  • at least two axles bear identical loads.
  • the load borne by the intermediate axle is different from that of the other axles in order best to limit the phenomena of tire scrub for the tires fitted to the other axles.
  • each axle bears a different load.
  • the choice of distribution will be made as a function of the various parameters of the vehicle, such as the size, the spacing between the axles, the load being transported, etc.
  • the load borne by the intermediate axle is advantageously greater than those of the other axles.
  • the intermediate axle advantageously bears a load that is greater than the loads borne by the other two axles so as best to limit the phenomena of tire scrub for the tires fitted to these two front and rear axles either when negotiating roundabouts or during maneuvering.
  • the load borne by the intermediate axle is comprised between 35 and 70% of the load of the vehicle.
  • the load borne by the front axle and/or the rear axle is comprised between 10 and 33% of the load of the vehicle.
  • Lightening the load borne by the tires of the front axle also makes it possible to limit the extent to which these tires are damaged in impacts, for example, with curbs. Specifically, it is the tires of the front axle that potentially come into contact with said curbs when maneuvering and negotiating roundabouts.
  • the inventors have also been able to demonstrate that the vehicle according to the invention can be operated without altering the load-bearing capacities of the tires customarily used.
  • the tires mainly used on trailers comprising three axles are of the 385/65R22.5 type.
  • Such tires have a load bearing capability of 4.5 tonnes, in accordance with the definitions laid down by the ETRTO.
  • certain legislation regarding trailers has for example set a maximum trailer load at 24 tonnes. From these figures it is clear than even when the trailer is at maximum load, the six tires fitted to the three axles still have additional capacity with regard to the load being transported. Indeed in theory, these six tires could support a load of 27 tonnes.
  • FIG. 1 is a diagram of a vehicle comprising a trailer with three axles
  • FIG. 2 is a schematic depiction from above of a vehicle according to a first embodiment of the invention
  • FIG. 3 is a schematic depiction from above of a vehicle according to a second embodiment of the invention.
  • FIG. 1 schematically depicts a vehicle 1 consisting of a tractor 2 and of a trailer 3 .
  • the tractor 2 comprises a steered first axle 4 and a driven second axle 5 .
  • the trailer 3 comprises three bearing axles 6 , 7 , 8 . These three axles 6 , 7 , 8 are neither steered nor driven.
  • the spacings or wheel bases 11 and 12 between the three axles 6 , 7 , 8 are equal to 1.3 meters.
  • the overall laden weight of the vehicle 1 is equal to a maximum of 40 tonnes, which corresponds to a maximum transported load of 24 tonnes.
  • the tires of the intermediate axle 7 have a cornering stiffness that is greater than those of the tires fitted to the axles 6 and 8 .
  • this greater cornering stiffness can be obtained by a different architecture, notably by a different crown architecture, the exterior dimensions of the tires remaining the same.
  • FIG. 2 schematically illustrates an alternative form of embodiment of the invention, in which the vehicle 21 is viewed from above with some hidden details shown in order to be able to see all the tires and axles of the tractor 22 and of the trailer 23 .
  • all of the tires 261 , 262 , 281 , 282 with which the axles 26 and 28 of the trailer 23 are fitted are identical and of the 385/65R22.5 type.
  • the intermediate axle 27 has tires 271 , 272 which have a far wider tread strip and which are of the 495/45R22.5 type. These tires 271 , 272 with the wider tread strip give the tires of the intermediate axle 27 a cornering stiffness that is greater than those of the tires 261 , 262 , 281 , 282 of the other two axles 26 and 28 .
  • FIG. 3 schematically illustrates an alternative form of embodiment of the invention, in which the vehicle 31 is viewed from above with some hidden details shown in order to be able to see all the tires and axles of the tractor 32 and of the trailer 33 .
  • the load carrying capacity of the intermediate axle 27 , 37 is in fact greater than the load carrying capacity of the other two axles 26 , 28 ; 36 , 38 of the trailer 23 , 33 . It is thus possible to combine different cornering stiffnesses per axle with carried loads that also differ per axle, notably a higher load carried by the intermediate axle 27 , 37 .
  • each of the axles 26 , 27 , 28 ; 36 , 37 , 38 is associated with a suspension, not depicted in the figure, of the air suspension type, the pressure of the air spring of which can be adjusted for each of the axles.
  • the vehicle 21 , 31 is also equipped with a system that allows the pressure of each of the suspension air springs to be modified. This regulation of the pressures is, for example, achieved using electrically operated valves associated with each of the air circuits of the various axles 26 , 27 , 28 ; 36 , 37 , 38 .
  • the greater load on the axle 27 , 37 also contributes to limiting tire wear on the axles 26 , 36 , and 28 , 38 when these are caused to scrub against the ground when the vehicle 21 , 31 is negotiating roundabouts or during maneuvering.
  • the tests were carried out firstly with a reference vehicle comprising tires that were identical on all of the axles of the trailer and secondly with vehicles according to the invention, in which the tires fitted to the intermediate axle had cornering stiffnesses greater than those of the other tires of the other two axles because of a different crown architecture.
  • Various tires were designed in order to assess the influence of the differences in cornering stiffness between the various tires.
  • the test involved driving the vehicle for 250 hours and characterizing the absolute tire wear by measuring the lost tire material in grams per 100 km for each of the tires fitted to the three axles of the trailer and by averaging these tire wears across the two tires fitted to one and the same axle.
  • the test involved driving the vehicle for 250 hours and characterizing the absolute tire wear by measuring the lost tire material in grams per 100 km for each of the tires fitted to the three axles of the trailer and by averaging these tire wears across the two tires fitted to one and the same axle.
  • a third type of test involved running two identical vehicles, one of them being a vehicle according to vehicle 1 according to the invention, on identical routes representative of a conventional type of use for lorries carrying goods.
  • the test involved determining the life of the tires on each of the axles, this tire life being expressed in the number of kilometers covered before the tire became completely worn (as indicated by the wear indicators).
  • the results are recorded in the tables below; the first table corresponds to the tests for simulating tire wear due to urban driving, the second table corresponds to the tests simulating tire wear due to driving that also included maneuvering, and the third table corresponds to the tests for determining the life of the tires on each of the axles.
  • Test A demonstrates that it has been possible for the tires of axles 1 and 2 to be able to cover identical distances, thus limiting the need as described earlier to swap the tires around on this type of vehicle.
  • the invention has essentially been described with reference to trailers comprising three axles forming part of five-axle vehicles.
  • the invention also makes it possible to reduce tire wear on trailers with two axles, forming part of three-axle or five-axle vehicles or alternatively of trailers with two or three axles associated with vehicles of up to eight axles for weights ranging up to as much as 60 tonnes.
  • the invention also applies to vehicles which, on the same axles, combine a distribution of load per axle according to the invention with axles that could potentially be raised when no load is being transported.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Tires In General (AREA)
US13/388,041 2009-07-29 2010-07-06 Vehicle comprising at least two axles, the wheels of which are parallel Expired - Fee Related US8770601B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0955307 2009-07-29
FR0955307A FR2948622B1 (fr) 2009-07-29 2009-07-29 Vehicule comportant au moins deux essieux.
PCT/EP2010/059606 WO2011012408A1 (fr) 2009-07-29 2010-07-06 Vehicule comportant au moins deux essieux dont les roues sont paralleles

Publications (2)

Publication Number Publication Date
US20120187645A1 US20120187645A1 (en) 2012-07-26
US8770601B2 true US8770601B2 (en) 2014-07-08

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US13/388,041 Expired - Fee Related US8770601B2 (en) 2009-07-29 2010-07-06 Vehicle comprising at least two axles, the wheels of which are parallel

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US (1) US8770601B2 (enExample)
EP (1) EP2459399B1 (enExample)
JP (1) JP2013500196A (enExample)
CN (1) CN102470710B (enExample)
BR (1) BR112012001995A8 (enExample)
FR (1) FR2948622B1 (enExample)
RU (1) RU2012107309A (enExample)
WO (1) WO2011012408A1 (enExample)

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
FR2948622B1 (fr) * 2009-07-29 2011-11-18 Michelin Soc Tech Vehicule comportant au moins deux essieux.
WO2020141012A1 (en) * 2018-12-31 2020-07-09 Goldhofer Ag Heavy-load vehicle
EP4183601A1 (en) * 2021-11-17 2023-05-24 Volvo Truck Corporation A method for controlling axle load distribution of a vehicle
EP4660061A1 (en) * 2024-06-03 2025-12-10 Volvo Truck Corporation Arrangement of a vehicle

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US20130049316A1 (en) * 2011-08-25 2013-02-28 Cnh America Llc Additional axle for agricultural machine weight redistribution

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FR2903953B1 (fr) 2006-07-20 2009-05-01 Michelin Soc Tech Train roulant a essieux auto-vireurs couples pour semi-remorque.

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US3515197A (en) 1965-12-01 1970-06-02 Gen Etablissements Michelin Ra Pneumatic tires
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US5305844A (en) * 1989-04-13 1994-04-26 Ducote Edgar A Remote steering of on-highway vehicles
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US7775533B2 (en) * 2008-02-15 2010-08-17 Brooks Strong Payload-carrying motor vehicle with tag axle having disableable brakes
US20100201092A1 (en) * 2009-02-11 2010-08-12 Agco Corporation Tag axle attachment for an off road agricultural applicator vehicle
US20120187645A1 (en) * 2009-07-29 2012-07-26 Michelin Recherche Et Technique S.A. Vehicle comprising at least two axles, the wheels of which are parallel
US8256555B2 (en) * 2009-08-10 2012-09-04 Raymond Ackley Three-wheeled motorcycle
US20110042154A1 (en) * 2009-08-19 2011-02-24 Brian Daniel Bartel System and method for towing a trailer
US20120126507A1 (en) * 2010-11-22 2012-05-24 Anthony John Wayman Wheeled transport device
US20130049316A1 (en) * 2011-08-25 2013-02-28 Cnh America Llc Additional axle for agricultural machine weight redistribution

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Also Published As

Publication number Publication date
RU2012107309A (ru) 2013-09-10
EP2459399B1 (fr) 2016-01-06
US20120187645A1 (en) 2012-07-26
CN102470710A (zh) 2012-05-23
WO2011012408A1 (fr) 2011-02-03
FR2948622A1 (fr) 2011-02-04
JP2013500196A (ja) 2013-01-07
FR2948622B1 (fr) 2011-11-18
BR112012001995A2 (pt) 2016-05-10
EP2459399A1 (fr) 2012-06-06
BR112012001995A8 (pt) 2018-01-02
CN102470710B (zh) 2015-03-18

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